Air actuated control system



June 23, 1953 Filed July 24, 1948 J. H- PROVINCE AIR ACTUATED CONTROLSYSTEM 12 Sheets-Sheet l INVENTOR.

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AIR ACTUATED CONTROL SYSTEM Filed July 24, 1948 12 Sheets-Sheet '7 JQIam INVENTOR.

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AIR ACTUATED CONTROL SYSTEM Filed July 24, 1948 12 Sheets-Sheet 9 I llI' I3! INVENTOR.

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AIR ACTUATED CONTROL SYSTEM Filed July 24, 1948 12 Sheets-Sheet 12Patented June 23, 195

AIR ACTUATED CONTROL SYSTEM John H. Province, Oklahoma City, Okla.,assignor to Phillips Petroleum Company, a corporation of DelawareApplication July 24, 1948, Serial No. 40,587

31 Claims.

This invention comprises a control system adapted to the efiicientoperation of the pulling and running of sucker rods and tubing used inoil wells.

In servicing an oil well, the pulling and running of sucker rods, pumpsand tubing is essentially the same whether it is performed with apulling unit equipped with a mast or whether the well is equipped with aderrick. The mobile power unit is set in position adjacent the well headand the derrick or mast is strung with the conventional travelingblocks, wire lines, links, elevators and the like. Such a unit may be ofthe type in which the winch drum is driven by the engine which operatesthe unit or may be of the type in which the winch drum is driven by aseparate engine especially provided therefor. However, the servicingoperation is essentially the same in using either type of unit. In bothinstances, the pulling unit operator through suitable transmission andwinch clutches operates the winch drum at the fastest possible speedthat well load conditions permit.

Let it be assumed now that all necessary equipment has been set up, thewell head disconnected, and the string of tubing is ready for pulling.Assume also that the well is to be pulled in doubles (two joints ofpipe) and stood in the derrick. it is of course understood that thechoice of pulling singles, doubles, trebles and so forth and the choiceof standing the pipe in the derrick or laying the pipe down usuallydepends upon the type and height of the derrick or mast. The pullingunit operator starts the engine and selects a certaintransmission speeddepending on the conditionslow speed if the load is heavy. The pullingcrew latches the elevators around the tubing string immediately belowthe top collar and the unit operator engages the low winch clutch toactuate the winch drum. It is possible that after the load is moving afaster speed can be used to lift the string. If that is possible, theoperator then disengages the low winch clutch and simultaneously engagesthe high winch clutch. When the desired number of joints of pipe havebeen lifted, the unit operator disengages the winch clutch and sets thebrakes. The pulling crew sets the slips around the pipe and breaks thepipe joint. The derrick man then guides the pipe to proper position inthe derrick and immediately unlatches the elevators so that they may belowered to repeatthe operation.

In carrying out the above operations, with present equipment, changes ofspeed and actuation of the high and low winch clutches are effectedthrough mechanical levers. Consequently, the operator must exertconsiderable physical effort to actuate the various devices controlledby these levers. The unit operator also supervises all pullingoperations and therefore must be alert for all happenings. Since hisplace on the unit near the winch drum is fixed, the operator must stareinto the sun part of the time. Also, since the distance from theoperators position to the well is short he must bend his neck to followthe elevators up or down the derrick. These conditions add to thephysical strain imposed upon the operator, tending to reduce hisefiiciency and possibly render him careless. The system comprising thisinvention is quite flexible with respect to the location of the controlpoint at which the operator is stationed so that all of theseundesirable operating conditions from the viewpoint of the operator areeliminated.

It is therefore an object of this invention to reduce the physicalexertion imposed upon the unit operator with 'a resulting loss ofefficiency and, hence, time and money, but more important, it is anobject of this invention to enable the unit operator to reduce pullingtime to a minimum by enabling him to easily and quickly select thefastest engine and transmission speed that load conditions will allow.

Another object of this invention is the provision of a mobile tractorunit provided with an apparatus combination by means of which a well maybe pulled and including the various control devices located at a centralstation by means of which the operator can eiiect all the usualoperations required in pulling a well.

Another object of the invention is to provide a composite control unitwhich may be placed with respect to the power unit at the most desirableposition in relation to the well to insure emcient, safe operation ofthe mechanism.

Another object of the invention is to provide a manually operatedelectromagnetic control system for the winch power source by means ofwhich all of the usual operations incident to the pulling of a well maybe efiected.

A still more specific object of the invention is to provide noveldevices to be manually actu-- ated by the unit operator for effectingthe desired control of the winch drum, power source and powertransmission by means of which the power source is connected to thewinch drum for various speeds of operation.

A more specific object of the invention is to provide a selectivelyactuated electro-pneumatic and/or electro-hydraulic means forinterconnecting a power source with its load for various speeds ofoperation and including a power operated actuator for the winch clutchforming part of such transmission.

Still another object of the invention is to provide in such acombination simple centralized control means manually actuable to effectsuch selective operation.

A still more specific object of the invention is to provide, in a mobilewell pulling unit, in which the traction engine of the unit is employedto operate the winch drum, selectively actuable pneumatic and/ orhydraulic operators for the engine clutgclran'd transmission of theengine controllable" froma remote point which" may be changed asconditions desire to effect operation of the winch drum and alsocontrollable from the cab of the unit when the engine is used to propelthe unit.

Still another object of the invention is to pro; vide an automaticallyoperating signalling system for indicating at the control point theoperating condition of the transmission at all times.

A still more specific object of the invention is to provide a manuallycontrolled actuator at the remote control point for adjusting thecarburetor to control the engine speed.

' Another object of the invention is to provide a novel form'of controlunit positionable with respect to the mobile'unit and including'novelforms of'actuating mechanism for the device's controlled thereby;

Other and more detailed objects of the invention will be apparent fromthefollow'ing description ofv the embodiment of the inventionillustrated in the attached drawings.

This invention resides substantially in the combination, construction,arrangement and relative location of parts, all as will be hereinafterdescribed. 1 In the accompanying drawings Figure 1' is a diagrammaticand schematic illustration of the mobile unit and the control unit inone possible spatial disposition with respect to the well and derrick;

Figure 2 is 'a'front elevational view of the control unit showing. thevarious indicators, manually actuable levers and switches for efiectingthe full'operation of the system;

Figure 3 is a view partly in elevation and partly in longitudinal crosssection showing the winch clutch and accelerator control manual andassociated mechanism;

Figure' i is a cross sectional view taken on the lin 4-4 ofFigure 3;

Figure 5 is across sectional view taken on the line 5'-'5 of Figure-3with the lever removed;

Figure 6 is a view partly in elevation and partly in'c'ross section withsome parts broken away showing the manual and associated mechanism bymeans of which the winch drum brakes'are controlled;

Figure '7 is a schematic view of the entire.

control system including the accelerator actuators, the brakedrum"a'ctuators and the winch clutch actuator;

Figure'S is a longitudinal vertical central cross sectional view throughone of the winch clutch actuators;

Figure 9 is a vertical central cross sectional view'through a three-waycheck valve used in the system;

Figure 10.- is a vertical central cross sectional view'through one ofthe brake actuators showing the associated linkage. A similar actuator.is employed to operate the engine clutch;

Figure 11 is a vertical central cross sectional view through the.emergencyrelay valve;

Figure 12 is a vertical central 'cross' sectional view'throug'h asuitable'form of electromagnetic valve as, used in the system; Figure 13is a vertical central cross sectional view of a pressure limiting valveasused' in the system;

Figure l4 is a vertical central cross sectional 4 view of the throttlingvalve actuated by the W nch cl ch man Figure 15 is a vertical centralcross sectional view"through"the brake manual actuated control valve, Asimilar valve is used to control the clutch actuators;

Figure. 16 is a longitudinal central cross sectional view through thedifferential engine empay e to actuate the accelerator;

Figure 17, a vertical central cross sectional view through a relay valveused in the winch clutch actuating system;

Figure 13 is a vertical central cross sectional View through a pressureactuated switch used in the system;

Figure '19' is a diagrammatic and schematic plan view of the gearshiit'actuators'and engine clutch actuator and the controlsystemtherefor;

Figure 20 is a similar view of a modified arrangement;

Figure 21 is a longitudinal vertical central cross sectional viewthrough one or the gear shift actuators for the system or Figure 19;

Figure"22 is a longitudinal vertical central cross sectional viewthrough one of the gear shift actuators for the system of Figure 20;

Figure 23 is a longitudinal vertical central cross sectional viewthrough the control valve for the actuators of. Figure '20; and

Figure 24 is a diagrammatic illustration show.- ing the vehicle engineand drive shafit, the main engine clutch, a power actuated gear shift,the power take-offv and the. winch drum driven therefrom together withthe pressure fluid operated motors for the winch drum clutches.

The nature, scope, details and operation of the system of. thisinvention will be best appreciated after a detailed description of allof the elements composing the system. Referring to Figure 1, the mobilepower unit is illustrated at l as comprising an engine driven vehicle ortractor of any form suited to the purpose. Mounted thereon is a winchdrum 2 diagrammatically illustrated on which the line 3 is reeled. Fromthis drum, the line Sextends around a suitably located holddown 4. and.from there itpasses to the crown pulley 5 mounted at the top of thederrick 6. From there itv passes to the traveling blocks 8 and as iswell understood in the art, the line 3 may pass back and forth betweenthe crown pulley 5. and the traveling block 8 several times before itpasses to the anchor 9.

travels up and down in the derrick. The traveling block 8 supports bysuitable links the elevators ill by means of which connection is made tothe string. Ii to be pulledf-rom the well casing 1, all as will beunderstood by those skilled in the art. "At [2 is diagrammaticallyillustrated the control box from which extends a bundle of wires andflexible hoses to the various devices con trolled thereby and mounted'onthe'chassis of the tractor.

The controlunit i2v is illustrated .in detail in.

Figures 2'to 6, inclusive, and comprises a suitable box or housing'of.which the top wall forms a controland indicating panel I211. The variouselectricicables l3" and air tubing I3 and 13' extendfifrom one side ofthis housin and on the.

opposite side are the winch clutch manual 16 and the brake manual [1.Manual l6 comprises a lever pivotally mounted between a pair of arms [8iormingan extension of afiiature l8 which is rotatably mounted in: a,suitable bearing I9 detachably secured to the 'side ofhousing l2 Thus,as the line 3. 1s reeled and unreele'd, th fraveling."block a senses Thepivoted end of lever [6 has a cam shaped formation it for cooperationwith a roller contact 22 which is mounted on a spring loaded swivelsupport 22' as clearly shown in Figure 3. Roller 22 is interposedbetween thecam l6 and the adjacent end of a shaft 20 which is slidablymounted in a central bore in the fixture l8 and biased by means of aspring 2| to hold the contact roller 22 between it and the cam I6. Thefixture it has a cylindrical extension to which is adjustably attached acam 23 for actuating the control valves 24 and 25. Shaft 20 extendsexteriorly of the fixture l8 as shown and has threadedly mounted thereona flanged contact piece 26 arranged to engage an operating plunger forthe throttling valve 21. A bell crank lever 38 pivotally mounted on afixed support is arranged to be engaged at one end by the flange of thecontact piece 26 and also arranged to actuate a microswitch 23' whichcontrols the simultaneous release of both the high and low Winchclutches as will be explained later. In order to give the operator anindication that in positioning the lever [6 he is approaching the pointof actuation of microswitch 28 a spring loaded ball detent liia ispositioned to engage a depression 58" in the side face of cam l6.

Returning to Figure 2, brief reference will be made to some of theelements on the control panel Eta. At 29 and 30 are ignition and starterswitches for the tractor engine by means of which the operator can startand stop the engine as he desires. No further reference will be made tothem. At 3| is the engine speed indicator which may be a conventionaltachometer. At 33 is the air pressure gage for the main air reservoirand at 32 is an air pressure indicator for the brake controls. Anindicator light 34 is provided to give warning when the main airpressure falls below a safe value. A signal lamp 149 is in the mainpower supply circuit to indicate when that circuit is operative. Theremaining switches and indicator lights can best be referred to inconnection with the description of Figures 7, 19 and 20.

With reference to Figure 6, the brake manual ll is in the form of apivotally supported bell crank lever which is connected by a link biasedby a spring ii" to a lever secured to a shaft 64. A lever t l alsosecured to this shaft is pivotally connected to the piston rod 85 of apiston operating in a cylinder 86 pivotally supported at 8'! andsupplied with air from the air brake line 10 through a branch 88. Itwill be seen that the actuation of shaft M by means of the brake lever iis in opposition to the reaction afforded by the air pressure incylinder 86 in the direction to operate valve 66 by means of cam 65 alsoattached to the shaft 6d. The provision of this feeler serves to givethe operator a better control of valve 65 from lever I1.

The low and high winch clutch actuators and the former of which isillustrated in detail in Figure 8, form the subject matter of mycopending application, Serial No. 768,566, filed August 14, 1947. Theyare disclosed in sufficient detail in Figure 8 to understand theiroperation in this system. A separate detailed description thereof is notdeemed necessary since reference to Figure 8 will be made in describingthe operation of the complete system. Similarly, no detailed referenceat this point will be made to the features of construction of thedevices illustrated in full detail in Figures 9 to 18, inclusive,because each is a commercial form of device readily available and wellunderstood by those skilled in the art. Indeed, it will appear from afull understanding of this disclosure that in many cases these variousdevices may take other specific detailed forms and as they are availablecommercially in various forms it is the intent here not to limit thescope of the invention to the particular details of these variousdevices.

The assemblage of Figure '7 will now be described. An air compressor 42which may be driven either by the tractor engine or a separate engineprovided therefor stores air in the main reservoir 43. The diagrammaticillustration of the compressor 42 is intended to include the practicalcondition that several such compressors may be employed as a safetyfactor for maintaining full reservoir pressure in the tank 43. Air isdelivered from the reservoir 43 through a suitable filter and scrubber44 to the main supply line 63 which is provided with a number ofbranches as will be explained includin a branch to the volume or surgetank 45 from which various subsidiary connections are made. As indicatedin Figure 7, the line 69 is in direct communication with the line fromthe scrubber 44, to the tank #35. From the tank 45 a line 38 extends tothe fluid pressure operated warning switch 31, the construction of asuitable form of which is clearly shown in Figure 18. This switchincludes a pair of contacts 37 I, one of which is fixed and the other ofwhich is mounted upon a flexible diaphragm iniiuenced by the airpressure supplied through the line 38. The fixed contact is connected toground through the warning light 34 and the audible signal such as thebuzzer 35. It will be seen that should the pressure in line 33 fallbelow a predetermined value as set by the spring loading on thediaphragm, contacts (ill will engage to complete a circuit from thepower supply line [48 or battery I22 to ground through these signaldevices.

A line {it extends from the tank 45 to the pressure limiting valve 3%!which has a manual 39' for adjusting the pressure supplied to a secondvolume tank 57. Figure 2 shows that the limiting valve 39 is mounted inthe control box it with the manual 39' extending exteriorly thereof foraccess.

The construction of the pressure limiting valve is shown in full detailin Figure 13. Air under pressure from tank 45 as previously Stated issupplied to the bottom of this valve through the line 68 asdiagrammatically illustrated. The air is trapped in the chamber at thebottom of the valve and flows around valve 395 to the port to which theline 5Q is connected. Valve 3&5 is unseateol by the proper adjustment ofthe manual 39 acting on the graduating sprin 35)! which bears down upona piston 393. The loading on the spring is varied by means of thethreads 3532 connected to manual 39' and coacting with the threads onthe valve housing. Piston 393 engages a valve 394 comprising a seat onpiston and a valve disc on an extension of the valve 395 to unseat valve395 in the desired manner thereby allowing air to pass from {it to Ed.The amount that valve 396 is opened thus depends upon the loadingprovided by the graduating spring 35H. Should the pressure in line t9become sufjciently high piston 393 will be forced upwardly compressingspring 39! with the result that valve 395 which is spring biased toclosed position willclose. Should the pressure in 8% fallsufiicientlybelow the pressure in E59 while valve 3% remains closed normally springclosed valve 396 will open allowin flow back into line 68. It will .benoted from Figure 7 that the line 69 from the valve 39 to tank 61 isprovided with valved branches. In normal operation valve VI is closedand valves V2 and V3 are open so that tanks 45 and 61 are in series inthe line 69. If for any reason it is desired to cut tank 61 out of thecircuit valve Vi is opened and valves V2 and V3 are closed. Aspreviously mentioned and as shown in Figures '6 and 7, the branch line88 for the feeler is taken on of line 10.

Line 69 extends to the brake control valve 66 which is exactlylikethevalves 24 and 25, of which valve 66 is-shown in detail in Figure 15. Anactuator 66[ pivotally mounted on the valve' body is positioned tooperate a plunger 662 which contains a spring loaded normally closedball valve 663 and a normally open ball valve 664. A ported member 665providing. a seat for the valve 664 is mountedon a flexible diaphragm661 sealed in the valve body and loaded by means of an adjustableloading spring 668. The valve housing has a venting port 666 as shown.Air under pressure from tank 61 is suppliedthrough the line 69 into theupper part of the body of valve 66 so as to act on a piston 869 whichprovides the seat for valve 663'. When lever 66! is depressed it carriesplunger 662' with it and the ballv assemblage 663-664 until the latterengages the seat on the ported member 885. Further downward movement onplunger 862 unseats the ball valve 663 so that air under pressure flowsthrough a passage in piston 669 and from there to pipe 18' connected tothe valve body. 'Thus, upon actuation of valve 66' line 69 is connectedto line and pressurized' air supplied to the emergency" relay valve1l-82 to. actuate it. 'When this relay control valve is returned .tonormal position as it does when plunger 662' is released back to normalposition, air is exhausted back through line 10 and downwardly throughvalve 664 which is now open through the passage in ported memher 665 tothe atmosphere at port1666.

Referring now to Figure 11, the supply of air under pressure through theline 16 to relay valve Tl--82' pressurizes chamber E, forcing thediaphragm 838 at its central portion downvvardly,v carrying with it thediaphragm guide 83!. The diaphragm guide supports the diaphragm withinthe periphery so that it can flex downwardly at the center while the.peripheral Figure 10' for example; air is appliedt'o' theup per surfaceof" diaphragm 1'31 forcing'p'istonrod T34 downwardly against spring 133to actuate the linkage System16 on its pivotIBi The flex ible boot F66is employed as usual to keep dirt out of the motor; housing; Disc 132'provides an abutment" to take the pressure of spring 133 onthediaphragm; Line 60' connects" to cham her I of the rclayvalve' raisingthe peripheral edge 822 of thepdiaphragm which'closes the upper end ofthis chamber off the seat 82I so that air may flow into chamber A and:from thence to the storage tank 83. pressure in tank 83 is the same asin line 60. Pressure on this diaphragm normally holds valve 823 closedand valve 824 open. Should the air pressure in the main line 60 fail,pressure in chamber I will drop so that valve 823 opens and valve 824closes. Under these emergency conditions air under pressure will besubplied to chamber A through valve 823 to line 12 to again actuate thebrake motors 13 and and apply the winch drum brakes. If the P sure inchamber A goes too high valve 825 will open connecting chamber A Withchamber I and permitting the excess air to fall to a pressuredifferential between chambers A and I de-' termined by the valve 825.Energizing of the brake motors l3 and '15 cause rotation of the brakeactuating shaft 78 to which each is re* spectively connected by thespring bias linkage systems 16 and 11, the springs being connected tothe shaft 78 to release the brakes when the motors are deenergize'd.When the brakes are to he released valve 66 is closed, cutting off thesupply of air through line 10 to the relay valve fl-8 Zwhich returns tonormal position as shown in Figure 11. The brake engines 73 and 15 henexhaust back through line 12 up through Valve 824 and into chamber F.The pressure of this air in chamber F causes the center of diaphragm 836to rise (guide 83l being a spider) so that the air can escape aroundvalve seat 834 into chamber D and from there to exhaust, the ex tremeouter periphery of disc 836 being retained on its seat 832. It will berecalled that air for actuating relay H is exhausted through line H! andvalve 66 as previously explained in connection with Figure 15.

It will be recalled by referring to Figure 6 that valve-G6 is actuatedby means of the brake manual l1 upon actuation in the proper directionto move cam 65' so as to depress the plunger of valve 66. Thus theoperator by manipulation of lever H can apply and release the winch drumbrakes as required.

To take care of additional emergency condi tions, air for operating thebrake motor 1'5 may be supplied direct from an auxiliary tank 80 througha relay assembly 119 exactly the same in' construction as the relayassembly ll-82 but relay 19' is not operated by the supplyof air to thetop of diaphragm 836', see Figure 11, as previously explained. Indescribing the operation of'rel'ay'l'll, the'reference characters ofFigure 11 will be used to save duplicating Figure 11 in the drawings,since relay T9 is exactly the same in construction as relay H -8'2except that the topmost portis sealed off. Under normal conditionsreservoir 80 will be maintained at pressure" by air from the line 60which will flow into chamber 1' raising the periphery of diaphragm 822soas to flow around it into chamber A and thence to the tank 80. Shouldthe pressure in line 6 0rall to toolow a value'for operation of brakeengine 15 in the normal manner air will automatically flow from the tank89 into chamber-Athrough valve 823 which is open under these conditions(valve 824 is closed) to line 8|,to check valve 14 and thence to themotor 15. The supply of air to check valve 14 through line8l will causethe piston of the valve tomove' tothe position sh'own in Figure' 9sothat air will besupplie'd-to brakeengine 15 only. Thus, there isalways assured the application of the winch drum" brakes byone of th'ebrake motorsupon' Thus, normally the air.

failure of the main air supply system, or the failure of either line Bior 12;

By reference to Figure 6, it will be recalled that the brake controllever I! is provided with an air cushioning device by means of which theoperator can sense the effectiveness of the brake control, therebypreventing too sudden application of the brakes. The valve 56 being athrottling valve the operator has some control over the rate ofapplication of the brakes and the pressure sensing device 8v} preventstoo sudden operation of the lever 17, thereby assuring a smootherapplication of the brakes.

Before describing the operation of the low and high clutches, referencewill be made to Figure 24 which diagrammatically shows the manner inwhich power is supplied for driving the winch drum WD. The vehicleengine by means of which the vehicle is moved about and from which thepower is obtained for operating the winch drum is shown at ME. Itsupplies power for the main drive shaft US through the clutch EC. Thisclutch is operated by a motor device l which actuates a shaft H5 towhich the clutch actuating yoke is attached as will again be referred tohereinafter. Connected in the main drive shaft is the gear box I90 whichas described later may include, for example, ratios of five forwardspeeds and reverse. These gears are shifted to desired ratios by meansof pressure fluid operated engines 89, 94 and 98 which will be describedin detail later. Also connected to the drive shaft DS is a powertake-off mechanism PT of any suitable construction by means of which achaindrive Cl is operated. This chain drive in turn operates acounter-shaft CS- which in turn operates a pair of chain drives C2 andC3 for the winch drum WD. These power drives include the low and highclutches 59a and 58a which are actuated, respectively, by the pressurefluid motors 59 and 58.

A description of the operation of the low and high clutches 58a and 53a,see Figs. '7 and 24, by means of which the winch drum WD is con" nectedto the power source may be effective and will be given after adescription of the mecha nism for automatically maintaining the low andhigh clutches disengaged. When the winch clutch lever it is in theposition as shown in Figure 3, microswitch 23' is closed. Referring toFigure '7, it will be seen that this causes energization of the winding59!, see Figure 12, of magnet valve 59, causing valve 599 to open andvalve 595 to close, energization of winding 55H causing the attractionof the magnetizable end 594v of plunger 592. As a result the pipe 69 isconnected to pipe 6|, supplying air to the relay valve 92 which isexactly the same as relay valve H previously described or valve 43described in Figure 17. Actuation of relay valve 62 causes line 60 to beconnected to line 63 supplying pressure fluid behind diaphragm 593 ofmotor 50 and the corresponding diaphragm of motor 58, it being mentionedthat both of these motors are exactly the same in construction. It mustbe realized that the body 59% of the motor has assumed a centeredposition to the right of the position shown in Figure 3 which is theposition to which it would have been actuated when the clutch Eta wasengaged. However, the flange of collar 5G9 at the time the clutch 59awasengaged was left approximately in contact with abutment 593 and thecover 595 which forms part of the body 59! is approximately in contactwith the flange of sleeve 599. Thus, when air is introduced behind thediaphragm 503 from pipe 60 the body 5M of the motor will shift to theleft, carrying the connected yokes 5l5 and 5|! with it, and, of course,the clutch shifting collar 5I8 with the result that the clutch 59aconnected to that motor is disengaged. In quite the same way had it beenthat the clutch 58a connected to motor 58 was engaged at the time leverI5 took the position shown in Figure 3 air would similarly have beensupplied to it to disengage this clutch. In other words, every time thelever I8 is returned to the position shown in Figure 3 solenoid 59 isenergized to disengage whichever one of the two clutches has previouslybeen engaged.

Thus, starting from this position in order to engage the low clutch 50athe operator first rotates the lever Hi to the left, Figure 3, until theball detent l8a disengages, which operation the operator can recognizeby sense of touch. At this time microswitch 28' opens by reason of themovement of the flange on the contact piece 26 to the left. It followstherefore that the solenoid 59 is deenergized, closing valve 59 so as todisconnect pipe 60 from pipe El and connect pipe 6| to exhaust throughvalve 59 which is now open. As a result, relay 62 returns to normalposition, disconnecting pipe 53 from supply line 69 and connecting pipe63 to exhaust thereby exhausting the cavity behind diaphragm 593whereupon compressed spring 5| i returns the diaphragm to the positionshown in Figure 8.

As will appear from the description as it proceeds the winch drumclutches 59a and 58a are to be distinguished from the main engine clutchEC through which the engine transmission is driven and from which inturn the shaft to which the winch drum is clutched by either the clutch5011 or 58a is driven. The low and high clutches 50a and 58a arecontrolled by the winch clutch lever IS on the control box I2 byoscillating that lever about the axis of the bearing [9.

When lever I6 is pulled towards the operator, that is, upwardly out ofthe plane of the paper, Figure 3, cam 23 which is connected to thefixture l8, actuates the control valve 25 to supply air from tank 45through line 46 to line 41. The operation of valve 25 is exactly thesame as the operation previously described for valve 65. Thus, air issupplied through line 41 to the relay .valve 48, actuating it to connecthigh pressure air from line 69 to line 49 and thence to the clutch motor5|]. The operation of the relay 49 will be clear by reference to Figure17. When air is supplied through the line 41 to chamber E the center ofdiaphragm 48! is depressed, movingthe diaphragm guide 482 downwardly soas to open valve 483. Exhaust valve 484 will remain closed'as in theprevious description of re lay H. Air is then supplied from the line 69to chamber A through open valve 483 to chamber F and thence through line49 to the motor 59. At this point it may be mentioned that when themotor 50 is exhausted air will flow back through line 49, around spiderguide 492 to raise the diaphragm 48I from its seat adjacent the ports488 to chamber D so that the air may pass to exhaust therethrough. Theoperation of motor 50 will be described in connection with Figure 8.When air is supplied behind the diaphragm 502 from pipe 49 the pistonrod 5l3 moves a short distance to the left compressing spring 5l4 untilit engages the bottom of the recess in the shaft 560 and the body 5|]!of the engine moves to the right carrying with it yokes H5 and 5H whichare connected together by the. rods I6. The movement of these yokescarries the. clutch shifting collar 5|.8 with them causing the lowclutch 50a actuated thereby to engage. As the clutch is engaged the body50I of the motor continues its movement to the right carrying with itthe flanged sleeve 509 which is mounted on the piston rod 5) until theend flange of the sleeve engages the abutment 508 which is fixed to thestationary support 506 by means of the rods 501. When the flange ofsleeve 509 engages the abutment 508 the movement of the motor body 50Istops. The operator may then recenter the lever l6 permitting valve 25to return to normal position as shown in Figure 15, thereby exhaustingair from the space behind diaphragm 502 to atmosphere through the valvebody as previously explained. As soon as the air pressure behinddiaphragm 502 is exhausted, compressed springs 5|4 and 5 will return theengine body 50| to a centered position where the loads for these springsare balanced. However, this centering of the engine does .not disturbthe position of the clutch actuatingcollar 5|8 and the parts connectedthereto because the form of winch drum clutch 50a with this type ofengine is of the overcentered type so that it remains in actuatedposition after each operation.

In order to disengage the low clutch 50a, the operator merely returnslever I6 to the position shown in Figure 3 whereupon spring 2| returnsthe plunger 20 to the right, carrying contact piece 26 with it, which inturn closes miscroswitch 28 to cause the low clutch 50a to disengage aspreviously described.

However, with the low clutch engaged, the operator may speed the engineME, see Fig. 24, up by further rotating lever I6 to the left, Figure 3,causing the contact piece 26 to actuate the throttling valve 21 toconnect line 5| to line 52. The throttling valve 21 shown in Figure 14is actuated by moving head 21I downward. This compresses spring 212which moves piston 213 and associated parts to a position so that valve215 closes the port 216 and valve 214 is unseated. Thus, pipe 5| isconnected to pipe 52 and air is thereby supplied to the difierentialaccelerator operating engine 53.

Engine 53 is shown in detail in Figure 16. The

space 53I behind the larger piston 532 is continuously' supplied withair under tank pressure by line 60, holding piston 532 in the positionshown and spring 533 compressed. When air is supplied behind the smallerpiston 534 from line 52, the effect of the pressure on the larger piston532 is balanced to that degree where compressed spring 533 may shift thepiston 532 to the right, carrying piston plunger 535 with it. Pistonplunger 535 continues to move to the right until the shoulder 539thereon engages the end of sleeve 531 whereupon it begins to move to theright. However, the piston assembly does not jump to this position inthat shoulder 539 is brought into engagement with the sleeve 531 underthe gradually increasing resistance afforded by the spring 536 and themovement of sleeve 531 is further cushioned by the'increasing resistancebuilt up as spring 538 is compressed.

Thus, the assembly of which the springs 536 and 538 are a part serves tocushion the initial gradual because of. the construction of the en.-gine 53 and the fact that valve 21 is a throttling valve. When the.plunger of the throttling valve 21 is released, pipe 5| is disconnectedfrom pipe 52 and the air behind small piston 534 and in the line 52 isexhausted through the throttling valve by reason of the fact that aftervalve 214 seats valve 215 unseats and exhaust is effected through thepassage 216 and the exhaust port of the valve. Spring 212 serves tocushion the transmission of force from plunger 21I to the pistonassembly 213, further contributing to smooth operation of this portionof the mechanism.

When lever I6 has been moved to the position to open microswitch 28 thespring pressed ball detent I8a engages the depression I8" in the cam I6forming part of lever I6. In this position the low and high clutches 50aand 58a are disengaged as previously described. Further movement oflever I6 in the same direction will provide the accelerated controlpreviously described and thus a spring pressed ball detent I8a providesthe operator with an indicator of the relative position of lever I6 withrespect to these various conditions of operation.

In quite a similar manner the high clutch motor 58 can be actuated byrotating lever I6 and the fixture I8 in the bearing I9 in a directionaway from the operator, that is, in a counterclockwise direction, Figure4, to actuate valve 24. The actuation of 'valve 24 will quite similarlysupply air from tank 45 through line 54, valve 24 and line 55 toenergize the relay 56 which in turn will connect line 60. with line 51to operate the motor 56 and engage the high clutch 58a. This high clutchwill be disengaged by closing switch 28 to energize the magnet valve 59all as previously described.

A description of the mechanism and controls therefor by means of whichthe engine clutch EC is engaged and disengaged and the gears of thetransmission are shifted will now be given in connection with thepreferred form of the invention as illustrated in Figure 19. The gearbox is diagrammatically illustrated at I00 and for the purposes of thisdisclosure it will be assumed that the gear system includes a reverseand five forward speeds. The gears are shifted by the movements ofpiston rods 9|, 95 and 99, each of which forms a part of the fluidpressure engines 89, 94 and 98, respectively, of which the engine 69 isshown in detail in Figure 21. Engine 89 consists of a cylinder closed atthe ends and through which the piston rod 9| extends at both ends andwhich piston rod is provided with a piston 90. When the gears controlledby this engine are disengaged the piston 90 is in the center of thecylinder as shown in Figure 21. On each side of this center position area pair of valves 92 and 93, spring biased to open position. The mannerin which the piston rod 9| actually affects gear shift forms no part ofthis invention as there are various well known forms of mechanismcapable of actuation in this way to effect meshing and unmeshing of thegears.

The other ends of the piston rods 9|, 95 and 99 are provided withcollars or cams for actuating switches I34 and I45, MI and I43, and I31and I39, respectively, depending upon their direction of movement. Asindicated in Figure 19, switch I34 is associated with first gearposition, switch I45 is associated with reverse gear position, switchI4| with fourth gear position, switch I43 with fifth gear position,switch I 31 with secnd gear position and switch I39 with third gearposition. Thus, as suggested, the piston rods may move in eitherdirection from their normal centered position shown in Figure 19. Oneterminal of each of these switches is grounded as indicated and acurrent source I36 for these switches is also grounded. The othercontact of each of these switches is connected through a signal light tothe other terminal of the current source. Thus, switch I34 is connectedto a signal lamp I35, I45 to I46, I4I to I42, I43 to I44, I3! to I38 andHi) to I45. Obviously, as each of these switches is selectively closed,the lamp connected thereto is energized to notify the operator in whichof the several gears the transmission is operating. Referring to Figure2, it will be found that each of these signal lamps appears on theoperator's control box panel.

At I5 is diagrammatically illustrated a pneumatic motor for operatingthe engine clutch EC by means of the link-age system II t and the shaftI I5. The engine I5 can be in construction quite like the brake engineof Figure where the plunger I34 would be connected to the linkage systemII6. Pressure fluid is supplied to engine I5 by means of the branch lineII3 from the main pressure line 60 of Figure 7 Connected in the line II3is a magnet valve I III which may be exactly like that illustrated inFigure 12. The supply line I I4 from the valve connects with the intakeport of the engine I5. When magnet valve H2 is deenergized the engine inline H4 is open to exhaust. Magnet valve H2 is energized from a groundedcurrent source I22 through the motor clutch switch I2I. It will berecalled that switch 4| is a main power switch and is on the control boxI2. Upon each energization of valve IIll engine I5 is actuated to eneasethe clutch EC.

The gear shift motors are connected into a fluid pressure controlledsystem which, as illustrated, employs a liquid for actuation. At II I isdiagrammatically illustrated a power driven pump for delivering theoperating liquid from the storage reservoir H2 to the supply line I26 towhich is connected by branch lines a'series of magnet valves I23 to I09,inclusive. The exhaust ports of each of these magnet valves areconnected by branch lines to a main return line I l? which dischargesback into the tank II2.

From each magnet valve I03 to I29, inclusive there extends the fluidsupply lines I33 to I21, respectively, which supply lines are connectedto various intake ports on the engines 89, 94 and 98 which lines alsoprovide exhaust conduits for these engines with the exception that thesupply and exhaust line I2! is connected in parallel to the check valves92 and 93 and 96 and 9'! and IIJI and I02 of these engines. Each of themagnet valves I23 to I29, inclusive, are also like the magnet valveillustrated in Figure 12.

One terminal of each of the windings of the magnet valves I23 to I29 isgrounded. At II'I, l I8, I l 9 and I22 are the single-pole double-throwswitches, the movable contact of each of which is connected by a commonlead to the ungrounded terminal of the current source I222. The fixedcontacts of switch I 5'? are connected, respectively, to the otherterminals of the windings of each of the valves I23 and I24. Similarly,the fixed contacts of switches H8 and II9 are connected, respectively,to the other terminals of the windings of valves I and I85 and I9! andI52.

At i2 5, I23 and are three polarized electromagnetic operated relayseach having one contact terminal connected by a common lead to theungrounded terminal of the current source I22. The other contact of eachrelay is grounded through the particular device which it operates. Oneactuating terminal of relays E23 and I24 is connected to the fixedcontact CG of switch 520 and one actuating terminal of relay 3% isconnected to the other fixed contact C'N of this switch. The otheractuating terminal of relays I23, I24 and 36 are grounded as shown. Thecir cuit controlled by relay I24 includes the grounded starting relayI25 for the motor operated pump I I I. When the starter relay I25 isenergized the grounded current source is connected to the pump motor toenergize it. The relays I25, I23 and 36 are preferably of the polarizedtype in order that, for example, when the circuit to the starter relayI25 is energized the current cannot effect undesired operation of relaysI24 and I23.

When switch I20 is operated to engage the con tact CG, both the relaysI23 and I24 are energized. Energization of relay I24 energizes thestarter relay I25 to start the motor driven pump III. Energization ofrelay I23 operates magnet valve I09 to supply fluid under pressure fromline $26 to line I21 into the chambers which contain all of the checkvalves 92, 93, 95, 97, Isl and I02, causing them all to closesimultaneously, see Figure 21.

In order to operate any particular one of the engines 85, 94 and 98,switches Ill, M8 and H3 are selectively operated. Naturally, the firstgear in picking up a load will first be engaged and therefore switch II9 will be closed on its contact i. It will be understood of course thatmotor i5 is energized as previously described so that the engine clutchEC is disengaged. The closing of switch II9 on contact I energizes valveI53 to supply fluid through line I28 to the righthand side of engine 89causing its piston 96 to shift its piston rod SI to the left, Figure 19,engaging the so-callcd first gears and at the same time closing switch I32 to energize signal light 35. Switch I2i is then opened, deenergizinmotor I5 and engaging the engine clutch EC. Power is then delivered fromthe engine ME up to the winch clutches operated by the motors 55 and 58as previously described so that upon proper actuation of lever It theWinch drum WD can be set into operation at the lowest speed by motor 52or an alternative higher speed by the motor '58 depending upon loadconditions on the tubing string. Switch I20 need only remain engagedwith contact CG until the first gear is engaged because the gears willremain engaged upon operation. As soon as switch I29 is opened the fluidpressure is relieved in the check valve chambers. In order to remove thetransmission from first gear the operator must first disengage theengine clutch BC by activating motor I5 as explained above. The operatorthen closes switch 5' E9 on contact R energizing magnet valve It? and.supplying fiuid under pressure through line I29 to the lefthand side ofengine 89 shifting the piston and connected parts back to centeredposition as shown in Figure 21, which centered position results from thefact that check valves 52 and 23 are now open so that as soon as thepiston passes the intake port for valve 92 fluid may flow out throughline l2l and back to main supply line t ll, valve I09 being deenergized.As a result, the piston stops in approximately centered position and asa result o f this movement the first gear is disengaged. From the abovedescription those skilled in the art can readily trace through theoperations to effect the progressive engagement of the gearsthrough'first gear to fifth gear as well as reverse gear, it beingemphasized as would naturally be expected that the engine clutch EC isdisengaged during the engagement and disengagement of the gears. Foremphasis attention is again directed to the fact that for all positionsof the gears in the gear box I and the actuating mechanism thereforthere is a signal light to indicate gear conditions at all times.

A careful study of the disclosure in Figure 19 will show that wheneverthe operator wishes to mesh the gears I00 switch I20 is closed oncontact CG but when the operator wishes to unmesh the gears I00 switchI20 is placed on contact CN. -In either position of switch I20 motordriven pump III operates'but in the CG position in addition valve I09 isoperated to close all the check valves 92, 93, 96, S1, IIJI and I02 andoperation must precede the individual actuation of switches H7, H8 orIE9 to effect various gear engagements. However, when effecting geardisengagements, valve I09 should be in deenergized position and motordriven pump I II must be operating so that switch I20 is closed on CN.

The system of Figure 20 will now be described, it being noted that itcomprises a modified construction for efiecting engagement anddisengagement of the gears I00 by a different apparatus combination, inthis case actuated by air pressure supplied through the branch II3connected as shown in Figure '7 to the main air supply line 60. In viewof the fact that air in this case is employed, it is possible to exhaustit directly to atmosphere so that the piping system for the gearactuating motors 39, 9d and 98 is thereby simplified. The gear actuatingmotors in this case are modified so as to have the form shown in Figures22 and 23. The signal lamps for indicating the various gear positionsare exactly the same as in the case of Figure 19 and no furtherreference will therefore be made to them in describing the system ofFigure 20. The piping system and wiring circuits are insofar as they arecommon to the two figures are so similar that a detailed catalogue ofthe parts in addition to the description of Figure 20 seems unnecessary.One distinguishing feature of Figure 20 is that the actuation of switchI20 accomplishes the same functions aswere efiected by the operation ofswitches I20 and I2I in Figure 19.

In order, for example, to engage the first gear, the operator firstcloses switch I29 on contact CG energizing magnet valve I09 so that airis supplied from line II3 through that valve to line I 21 and thence byline I I i" to the selectorvalve I50. Air is also supplied from I21 tothe check valve I56 through II4" and thence through M4 to motor I5. Thepiston of the check valve moves to the upper position diagrammaticallyillustrated in Figure 20 so that air may flow through the branch M4 toactuate the clutch motor I5 to disengage the engine clutch EC. The airsupplied to the selector valve I58 shifts the valve plug I5I, see Figure23, to the left, compressing spring I52, and moving the peripheral portsI52 out of alignment with the cooperating fixed passages I53 in thevalve body. Then, in order to engage gears I00 in first gear theoperator actuates switch II9 on the contact I thereby energizing magnetvalve I08 so that air is supplied from line I I3 through branch I28 intothe righthand end of airengine 89'. The piston 90 of this engine shiftsthe piston rod 9| to the left and engages first gear. Switch H9 "canthen be opened because it will be recalled that the gears when engaged,remain engaged, that is, they require an active force to disengage them.The operator then opens switch I20 deenergizing magnet valve I09 so thatair is exhausted from the selector valve I50 and motor I5 through lineII4', check valve I56, line H 3" and branch I2'I. The piston of thecheck valve I55 during this operation may shift to lower position butany air remaining in the motor I3 and line I I4 may then exhaust toatmosphere through line Ill, magnet valve I I0 being deenergized.Exhaustiug air from selector valve I50 permits spring I52, Figure 23, toshift the valve plug I5I back to the position shown in that figure sothat each pair of ports I53 is aligned'with the peripheral passages I52so that when the engaged gear is disengaged piston will return toapproximately centered position by reason of the fact that the lefthandside of the cylinder of the engine can exhaust into the righthand'sidewhen the piston approaches approximately centered position in a manner.quite similar to the operation of the structure of Figure 21. It will bequite appar- 'ent how, by the proper operation of switches I I1, H8 andH9, the various gear ratios may be .rendered operative and inoperative.

It will now be clear how as previously suggested the operator may usethe power operated gear actuated engines to effect normal gear shifts inmoving the vehicle about by the simple expedient of providing a secondset of switches corresponding to the set of switches I I I, I I 8, I I9,I20 and IZI in the case of Figure 19 in parallel therewith and switchesII'I,-I I8, IL; and I22 in parallel therewith in the case of Figure 20.These additional paralleled switches would preferably be mounted on thedashboard of the ehicle so that the vehicle could be operated by thesame power gear shifting mechanism employed in well pulling operations,saving the operator the fatigue of manual gear shifting.

Any suitable source of current for the systems described can be usedsuch as the battery shown at I22 or any other current source which canbe connected to the wire N8 of Figure 19.

In retrospect, it will be seen that in addition to describing in detailevery individual element employed in the systems herein disclosed, therehas been provided a detailed description of all of the operation ofwhich the systems are capable. In view of that description those skilledin the art will now understand how an operator may transport aninstallation comprising the invention to any well site as the entiremechanism of the system is installed on a mobile vehicle and iscompletely self-contained. Upon the arrival of the vehicle at a wellsite the operator may place it and the control box I2 with respect tothe well and each other so as to afford him the most desirable and safeoperating concluctions. As previously suggested, it is apparent thatwithout invention the subject matter herein disclosed may be applied toa mast type of pulling unit as well as'to the derrick type as hereindisclosed.

The operator has at a single control position, namely, the control boxI2, conveniently arranged all of the controls necessary to effect thefull operation of the system of which it is capable to attain all of theadvantages and utility thereof. He may accomplish these things with aview to his own personal convenience so that he may perform his job witha minimum of physical fatigue and thereby with a maximum efficiency.

It will be understood that he may control the

